Occupant protection apparatus

ABSTRACT

An occupant protection apparatus includes an air bag device  20  for deploying an air bag between a steering wheel  11  and an occupant H and an impact-energy-absorption-type steering column  12  equipped with an energy-absorbing mechanism  30 , and absorbs impact energy of the occupant H during a vehicle collision event. Both the air bag device  20  and the energy-absorbing mechanism  30  are of a variable energy absorption load type. When their energy absorption loads are varied, the energy absorption loads change in the same direction.

TECHNICAL FIELD

The present invention relates to an occupant protection apparatusmounted in a vehicle and adapted to protect an occupant of the vehicleduring a vehicle collision event through absorption of impact energy ofthe occupant.

BACKGROUND ART

Occupant protection apparatus of this kind include an air bag device fordeploying an air bag between a steering wheel and an occupant, animpact-energy-absorption-type steering column, and a combination of theair bag device and the impact-energy-absorption-type steering column.Another occupant protection apparatus includes an air bag deviceincorporated in a steering wheel and an actuator for moving forward asteering column with appropriate timing in accordance with a forwardmovement of a driver during a vehicle collision event so as to lessen aload that is imposed on the driver when the driver interferes with theair bag incorporated in the steering wheel (Japanese Patent No.2596200).

Conventionally, an energy absorption load; i.e., a load to be imposed onan occupant, is set such that the impact energy of the occupant can beabsorbed in relation to a working stroke for energy absorption. However,when the working stroke for energy absorption cannot be set long becauseof restrictions on the mounting space of the vehicle, the energyabsorption load is set higher as compared with the case where theworking stroke can be set long. Therefore, when collision conditions andthe occupant's physique are taken into consideration, the energyabsorption load becomes excessively high; thus, from the viewpoint ofthe quantity of energy absorption by an air bag device and animpact-energy-absorption-type steering column, the working stroke may beunnecessarily long and thus fails to be effectively exploited (when theimpact energy of an occupant is small, such an insufficient exploitationof the working stroke arises). Further, setting the energy absorptionload to an increased level means that the load imposed on an occupantbecomes high. If energy can be absorbed while the occupant is supportedwith load of a slightly lower level, impact energy can be effectivelyabsorbed while the occupant is subjected to a gentler load.

DISCLOSURE OF THE INVENTION

In view of the foregoing, an object of the present invention is toeffectively absorb the impact energy of an occupant under a gentleenergy absorption load; i.e., while supporting the occupant by means ofa gentle load, during a vehicle collision event.

An occupant protection apparatus according to the present inventioncomprises an air bag device for deploying an air bag between a steeringwheel and an occupant, and an impact-energy-absorption-type steeringcolumn, and the occupant protection apparatus absorbs impact energy ofthe occupant during a vehicle collision event. The air bag device andthe impact-energy-absorption-type steering column are of a variableenergy absorption load type. When the energy absorption loads of the airbag device and the impact-energy-absorption-type steering column arevaried, the energy absorption loads are varied in the same direction.The energy absorption loads may be varied stepwise or continuously.

The above configuration yields, for example, the following effect: whena vehicle speed upon occurrence of a vehicle collision; i.e., acollision speed, is higher than an assumed value, the energy absorptionloads of the air bag device and the impact-energy-absorption-typesteering column can be varied in the same increasing direction; and whenthe collision speed is lower than the assumed value, the energyabsorption loads of the air bag device and theimpact-energy-absorption-type steering column can be varied in the samedecreasing direction.

Thus, as compared with the case where at least either the energyabsorption load of the air bag device or that of theimpact-energy-absorption-type steering column is constant; i.e., whereat least either the air bag device or the impact-energy-absorption-typesteering column is of a fixed energy absorption load type, impact energycan be effectively absorbed while an energy absorption load imposed onan occupant is suppressed to a low value. This effect can be attainedwithout need to increase the working stroke of the air bag device andthat of the impact-energy-absorption-type steering column, so that theeasiness of mounting of the air bag device and theimpact-energy-absorption-type steering column onto the vehicle is notimpaired.

The present invention may be embodied in such a manner that the energyabsorption loads of the air bag device and theimpact-energy-absorption-type steering column are set low when anoccupant wears his/her seat belt, and are set high when the occupantdoes not wear his/her seat belt. In this case, since the energyabsorption loads of the air bag device and theimpact-energy-absorption-type steering column are set low when theoccupant wears his/her seat belt, and are set high when the occupantdoes not wear his/her seat belt, the impact energy of the occupant canbe reliably absorbed regardless of whether the occupant's seat belt isfastened, thereby reliably protecting the occupant.

Further, the present invention is preferably embodied in such a mannerthat the steering wheel comprises energy-absorbing means for absorbingimpact energy. In this case, since the steering wheel itself has theenergy-absorbing means for absorbing impact energy, as compared with thecase where the steering wheel does not have the energy-absorbing means,the air bag device and the impact-energy-absorption-type steering columncan be reduced in size, and the easiness of mounting of the air bagdevice and the impact-energy-absorption-type steering column onto thevehicle is improved.

Moreover, the present invention may be embodied in such a manner that,in the case of a condition under which the energy absorption loads areset low, at least one of the air bag device, theimpact-energy-absorption-type steering column, and the energy-absorbingmeans is selected to absorb impact energy.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a side view schematically showing one embodiment of anoccupant protection apparatus according to the present invention;

FIG. 2 is a plan view schematically showing a steering apparatus shownin FIG. 1;

FIG. 3 is a side view of the steering apparatus shown in FIG. 2;

FIG. 4 is a vertical sectional side view showing a main portion of FIG.3;

FIG. 5 is a plan view of a curved plate shown in FIG. 4;

FIG. 6 is an enlarged vertical sectional front view taken along line 6—6of FIG. 5;

FIG. 7 is a pair of schematic performance diagrams showing performanceduring a front collision event of a vehicle under the condition that aseat belt is fastened; and

FIG. 8 is a schematic performance diagram showing performance during afront collision event of a vehicle under the condition that a seat beltis not fastened.

BEST MODE FOR CARRYING OUT THE INVENTION

An embodiment of the present invention will next be described withreference to the drawings. FIGS. 1 to 6 show an occupant protectionapparatus according to the present invention. The occupant protectionapparatus includes an air bag device 20 incorporated in a steering wheel11; an energy-absorbing mechanism 30 mounted between a steering column12 and a vehicle body (not shown); and a seat belt device 40 mountedbetween a seat 50 and the vehicle body. The occupant protectionapparatus is adapted to absorb impact energy of a driver H during afront collision event of the vehicle.

The steering wheel 11 is attached to a rear end portion of a steeringshaft 13 in a manner unitarily rotatable with the steering shaft 13,which is attached to the steering column 12 in a rotatable and axiallyimmovable manner. The steering wheel 11 includes a mechanicalenergy-absorbing means (the impact energy of the driver is absorbed bymeans of plastic deformation of the steering wheel itself). A rearportion of the steering column 12 is supported by a portion of thevehicle body (not shown) via an upper support bracket 14, and a frontportion of the steering column 12 is supported by a portion of thevehicle body via the energy-absorbing mechanism 30.

A front end portion of the steering shaft 13 is connected to a steeringlink mechanism 15. The upper support bracket 14 is attached to a portionof the vehicle body and supports the steering column 12 in a frontwardbreakaway manner. When a predetermined load acts on the steering column12 toward the front of the vehicle, the upper support bracket 14 allowsthe steering column 12 to break away and move frontward.

The air bag device 20 includes an air bag body (not shown), which isaccommodated within the steering wheel 11 in a folded condition, and apair of inflators (not shown) capable of supplying gas to the air bagbody and whose gas supply timing is controlled by an electric controlunit ECU. During a front collision event of the vehicle, the air bagbody that is inflated and deployed between the driver H and the steeringwheel 11 receives the driver H, thereby absorbing the impact energy ofthe driver H. In the air bag device 20, the electric control unit ECUcontrols the timing of supplying gas by means of the paired inflators,whereby an energy absorption load is continuously adjustable, orvariable.

The energy-absorbing mechanism 30 also serves as a support mechanism forsupporting a front portion of the steering column 12 and includes, asshown in FIGS. 2 to 4, a support bracket 31; a support pin 32; a lowersupport bracket 33; a curved plate 34, which serves as anenergy-absorbing member; and an engagement device 35, which serves as adeformation-characteristic-varying means.

The support bracket 31 assumes a portal shape as viewed from its frontor rear side and is fixedly attached to the steering column 12 such thatlower end portions of two mutually facing side wall portions 31 a arefixed on an upper circumferential portion of the steering column 12. Anelongated hole 31 b is formed in each of the two side wall portions 31 aof the support bracket 31 in such a manner as to extend obliquely upwardtoward the rear side from a central region of the side wall portion 31 aand such that the two elongated holes 31 b face each other. Each of theelongated holes 31 b consists of a circular hole portion 31 b 1, whichserves as a proximal end portion; a straplike hole portion 31 b 2, whichextends obliquely upward toward the rear side from the circular holeportion 31 b 1; and a narrow-width portion 31 b 3, which connects thecircular hole portion 31 b 1 and the straplike hole portion 31 b 2. Thestraplike hole portion 31 b 2 has a width substantially equal to thediameter of the circular hole portion 31 b 1.

The support pin 32 is attached to the lower support bracket 33, which isfixedly attached to a portion of the vehicle body, while extendingthrough the elongated holes 31 b of the support bracket 31. While beingattached to the lower support bracket 33, the support pin 32 supports afront end portion of the steering column 12 to a portion of the vehiclebody via the support bracket 31 such that the steering column 12 isrotatable along a vertical plane. In the condition shown in FIGS. 3 and4, the support pin 32 is inserted in the circular hole portions 31 b 1of the respective elongated holes 31 b of the support bracket 31. Inresponse to a movement of the support bracket 31 relative to the supportpin 32, the position of the support pin 32 relative to the supportbracket 31 can move rearward beyond the narrow-width portions 31 b 3 andalong the straplike hole portions 31 b 2.

The curved plate 34 is formed of a plate having a predetermined width bycurving a rear end portion of the plate by about 360 degrees andincludes an upper wall portion 34 a, a lower wall portion 34 b, anarcuate wall portion 34 c, and an upright wall portion 34 d. The upperand lower wall portions 34 a and 34 b face each other while apredetermined distance is maintained therebetween. The arcuate wallportion 34 c connects the rear ends of the upper and lower wall portions34 a and 34 b together. The upright wall portion 34 d stands verticallyfrom the front end of the lower wall portion 34 b.

The curved plate 34 is welded to the support bracket 31 while beingpositioned by means of a plurality of pins 31 c, which are implanted inthe side wall portions 31 a of the support bracket 31 in such a manneras to surround the circular hole portions 31 b 1 of the elongated holes31 b. Within the support bracket 31, the curved plate 34 surrounds thesupport pin 32 as follows: the upright wall portion 34 d is located onthe front side of the support pin 32; and the arcuate wall portion 34 cis located on the rear side of the support pin 32 while extending acrossthe straplike hole portions 31 b 2 of the elongated holes 31 b as viewedfrom the side of the support bracket 31.

As shown in FIGS. 5 and 6, in the curved plate 34, upper and lowergroove portions 34 e 1 and 34 e 2 are formed on the upper wall portion34 a in such a manner as to extend longitudinally at a widthwise centralportion; a circular engagement hole 34 e 3 is formed in the upper wallportion 34 a at rear end portions of the groove portions 34 e 1 and 34 e2; and a groove 34 e 4 is formed on the upper wall portion 34 a in sucha manner as to connect the engagement hole 34 e 3 to the groove portions34 e 1 and 34 e 2.

The engagement device 35 includes a solenoid 35 a and a shear pin 35 b,which advances and retreats through control of energization of thesolenoid 35 a. The solenoid 35 a is fixedly attached to a front endportion of an upper wall portion 31 d of the support bracket 31. Theengagement device 35 is attached to the support bracket 31 such that theshear pin 35 b extends through the upper wall portion 31 d of thesupport bracket 31 and faces the engagement hole 34 e 3 of the upperwall portion 34 a of the curved plate 34 in such a manner as to be ableto advance and retreat. The shear pin 35 b is tapered such that itsdiameter gradually reduces toward its tip.

In the engagement device 35, the length of projection of the shear pin35 b is continuously adjustable, or variable, through control of currentapplied to the solenoid 35 a by means of the electric control unit ECU,whereby the energy absorption load of the energy-absorbing mechanism 30;i.e., a load generated when the shear pin 35 b shears the curved plate34, can be continuously adjusted. Notably, an energy absorption loadthat is attained when the support pin 32 draws out and deforms thecurved plate 34 is constant and thus invariable, and is generatedsubstantially simultaneously with the event of the shear pin 35 bshearing the curved plate 34.

As shown in FIG. 1, the seat belt device 40 includes a seat belt 41; atongue plate 42; a buckle 43; a shoulder belt anchor 44; and a retractor45, which contains a pretensioner mechanism and a force limitermechanism. A switch S1 contained in the buckle 43 detects thepresence/absence of the tongue plate 42, thereby detecting whether ornot the driver H wears the seat belt 41.

The pretensioner mechanism instantaneously takes up the seat belt 41 atthe initial stage of a front collision event of the vehicle so as tofirmly restrain the body of the driver H. The force limiter mechanismfunctions as follows: when, during a front collision event of thevehicle, the driver H moves frontward as a reaction to impact, themechanism slightly loosens restraint of the seat belt 41 so as to reducethe load imposed on the chest of the driver H to a set load F3.

The electric control unit ECU increases/decreases, in the samedirection, the energy absorption loads F1 and F2 of the air bag device20 and the energy-absorbing mechanism 30 in accordance with the kineticenergy (E=½·M·V²) of the driver H, which is calculated on the basis ofdetection signals from the seating-position sensor S2 and the vehiclespeed sensor S3. Specifically, when the kinetic energy E of the driver His greater than an assumed value, the electric control unit ECU sets,higher than an assumed load Fo, the energy absorption loads F1 and F2 ofthe air bag device 20 and the energy-absorbing mechanism 30, asrepresented by the dot-and-dash line in graph (a) of FIG 7. When thekinetic energy E of the driver H is less than the assumed value, theelectric control unit ECU sets, lower than the assumed load Fo (buthigher than a load F4 that is generated by the energy-absorbing meansprovided on the steering wheel 11), the energy absorption loads F1 andF2 of the air bag device 20 and the energy-absorbing mechanism 30, asrepresented by the broken line in graph (a) of FIG. 7.

The electric control unit ECU increases/decreases, in the samedirection, the energy absorption loads F1 and F2 of the air bag device20 and the energy-absorbing mechanism 30 in accordance with the kineticenergy (E=½·M·V²) of the driver H, which is calculated on the basis ofdetection signals from the seating-position sensor S2 and the vehiclespeed sensor S3. Specifically, when the kinetic energy E of the driver His greater than an assumed value, the electric control unit ECU sets,higher than an assumed load Fo, the energy absorption loads F1 and F2 ofthe air bag device 20 and the energy-absorbing mechanism 30, asrepresented by the dot-and-dash line in FIG. 7( a). When the kineticenergy E of the driver H is less than the assumed value, the electriccontrol unit ECU sets, lower than the assumed load Fo (but higher than aload F4 that is generated by the energy-absorbing means provided on thesteering wheel 11), the energy absorption loads F1 and F2 of the air bagdevice 20 and the energy-absorbing mechanism 30, as represented by thebroken line in FIG. 7( a).

The electric control unit ECU can control the energy absorption loads F1and F2 of the air bag device 20 and the energy-absorbing mechanism 30 onthe basis of a detection signal from the switch Si contained in thebuckle 43. Specifically, the energy absorption loads F1 and F2 are setlow as shown in graph (a) of FIG. 7 when the driver H wears the seatbelt 41, and are set high as shown in FIG. 8 when the driver H does notwear the seat belt 41. In control by the electric control unit ECU, inorder to trigger the operation of the air bag device 20 simultaneouslywith or prior to the operation of the energy-absorbing mechanism 30, theenergy absorption load F2 of the energy-absorbing mechanism 30 is setequal to or higher than the energy absorption load F1 of the air bagdevice 20 (F2≧F1).

In operation of the thus-configured embodiment, during a front collisionevent of the vehicle under a condition of the driver H wearing the seatbelt 41, as the chest of the driver H moves, the seat belt device 40functions, and also the air bag device 20 incorporated in the steeringwheel 11, the mechanical energy-absorbing means provided on the steeringwheel 11, and the energy-absorbing mechanism 30 mounted between thesteering column 12 and the vehicle body (not shown) operatesequentially, thereby yielding the performance (energy absorption loadsF3, F1, F4, and F2) as schematically shown in graph (a) of FIG. 7 andthus absorbing the impact energy of the driver H.

During a front collision event of the vehicle in a condition of thedriver H not wearing the seat belt 41, as the chest of the driver Hmoves, the air bag device 20 incorporated in the steering wheel 11, themechanical energy-absorbing means provided on the steering wheel 11, andthe energy-absorbing mechanism 30 mounted between the steering column 12and the vehicle body (not shown) operate sequentially, thereby yieldingthe performance (energy absorption loads F1, F4, and F2) asschematically shown in FIG. 8 and thus absorbing the impact energy ofthe driver H.

In the present embodiment, when the kinetic energy of the driver H isgreater than an assumed value (for example, when the driver has aphysique Hr greater than the standard physique as shown in FIG. 1 orwhen the vehicle speed V upon occurrence of a front collision of thevehicle is higher than an assumed value), as represented by thedot-and-dash line in graph (a) of FIG. 7, the energy absorption loads F1and F2 of the air bag device 20 and the energy-absorbing mechanism 30are set higher than the assumed load Fo (represented by a solid line).

When the kinetic energy of the driver H is less than the assumed value(for example, when the driver has a physique Hf less than the standardphysique as shown in FIG. 1 or when the vehicle speed V upon occurrenceof a front collision of the vehicle is lower than the assumed value), asrepresented by the broken line in graph (a) of FIG. 7. the energyabsorption loads F1 and F2 of the air bag device 20 and theenergy-absorbing mechanism 30 are set lower than the assumed load Fo(represented by a solid line).

Thus, as compared with a typical comparative example (the air bag device20 is of a variable energy absorption load type, whereas theenergy-absorbing mechanism 30 is of a fixed energy absorption load type;i.e., F2=Fo (constant)) schematically shown in graph (b) of FIG. 7, thepresent embodiment is characterized as follows: in the case where theenergy absorption loads F1 and F2 become high as represented by thedot-and-dash line in graph (a) of FIG. 7. the load F1 can be reduced bya load Δf1 shown in FIG. 7; and in the case where the energy absorptionloads F1 and F2 become low as represented by the broken line in graph(a) of FIG. 7, the loads F1 and F2 can be reduced by a load Δf2.

Thus, as compared with the above-mentioned comparative example, in anycases, the present embodiment can effectively absorb impact energy whilean energy absorption load that is imposed on the driver H during avehicle collision event is suppressed to a low value. As shown in FIG.7, such an effect can be attained without increasing the respectiveworking strokes of the air bag device 20 and the energy-absorbingmechanism 30, so that the easiness of mounting of the air bag device 20and the energy-absorbing mechanism 30 onto the vehicle is not impaired.

As compared with another comparative example in which the air bag device20 is of a fixed energy absorption load type; i.e., F1=Fo (constant),for a reason similar to that described above, in any cases, the presentembodiment can effectively absorb impact energy while an energyabsorption load that is imposed on the driver H during a vehiclecollision event is suppressed to a low value. As compared with a furthercomparative example in which both of the air bag device 20 and theenergy-absorbing mechanism 30 are of a fixed energy absorption loadtype; i.e., F1=F2=Fo (constant), the present embodiment is characterizedas follows: in the case where the energy absorption loads F1 and F2become low as represented by the broken line in graph (a) of FIG. 7, theloads F1 and F2 can be reduced by the load Δf2.

According to the present embodiment, the energy absorption loads F1 andF2 of the air bag device 20 and the energy-absorbing mechanism 30 areset low as schematically shown in graph (a) of FIG. 7 when the driver Hwears the seat belt 41; and the energy absorption loads F1 and F2 areset high as schematically shown in FIG. 8 when the driver H does notwear the seat belt 41 (the energy absorption loads F1 and F2 of the airbag device 20 and the energy-absorbing mechanism 30 are increased so asto compensate the loss of the energy absorption load F3, which couldotherwise be generated by the seat belt 41, resulting from a failure tofasten the seat belt 41). Thus, regardless of whether the seat belt 41is fastened, the impact energy of the driver H is reliably absorbed,whereby the driver H can be reliably protected.

Additionally, in the present embodiment, the mechanical energy-absorbingmeans is provided on the steering wheel 11 and can cooperatively absorbthe impact energy of the driver H (the energy absorption load F4 can beobtained). Thus, as compared with the case where the steering wheel 11is not provided with the energy-absorbing means, the air bag device 20and the energy-absorbing mechanism 30 can be reduced in size (the energyabsorption capability can be set to a lower level) and thus the easinessof mounting of the device and mechanism onto the vehicle is improved.

According to the above-described embodiment, the energy absorption loadsF1 and F2 of the air bag device 20 and the energy-absorbing mechanism 30are varied continuously in the same direction in accordance with thekinetic energy of the driver H. However, the present invention can beembodied as follows: the energy absorption loads F1 and F2 of the airbag device 20 and the energy-absorbing mechanism 30 are varied stepwisein the same direction in accordance with the kinetic energy of thedriver H.

According to the above-described embodiment, during a front collisionevent of the vehicle, both of the air bag device 20 and theenergy-absorbing mechanism 30 operate. However, the present inventioncan be embodied as follows: when the kinetic energy of the driver issmall (for example, when the vehicle speed upon occurrence of a frontcollision of a vehicle is lower than a set value), for example, only theair bag device 20, only the energy-absorbing mechanism 30, or only themechanical energy-absorbing means provided on the steering wheel 11operates. In such a case, the vehicle can be readily repaired.

According to the above-described embodiment, the energy absorption loadsF1 and F2 of the air bag device 20 and the energy-absorbing mechanism 30are increased/decreased in the same direction in accordance with thekinetic energy (E=½·M·V²) of the driver H that is calculated on thebasis of detection signals from the seating-position sensor S2 and thevehicle speed sensor S3. However, the present invention can be embodied,for example, as follows: the energy absorption loads F1 and F2 of theair bag device 20 and the energy-absorbing mechanism 30 areincreased/decreased in the same direction in accordance with the kineticenergy (E=½·M·V²) of the driver H that is calculated on the basis of adetection signal from the vehicle speed sensor S3 while the weight (M)of the driver H is assumed to be constant. Alternatively, the energyabsorption loads F1 and F2 can be increased/decreased in accordance witha detection value from a G sensor, a vehicle speed sensor, or a likesensor, or in accordance with the result of calculation performed on thecombination of such detection values.

The above-described embodiment employs the air bag device 20incorporated in the steering wheel 11. However, the air bag device foruse in the present invention is not limited to the air bag device 20 ofthe above embodiment, but may be configured in any form so long as anair bag that is inflated and deployed between the steering wheel and anoccupant is provided. According to the above-described embodiment, thesteering column 12 and the energy-absorbing mechanism 30 constitute animpact-energy-absorption-type steering column. However, theimpact-energy-absorption-type steering column for use in the presentinvention is not limited thereto. For example, an energy-absorbingmechanism may be incorporated in a steering column itself.

1. An occupant protection apparatus, comprising: an air bag device fordeploying an air bag between a steering wheel and an occupant; and animpact-energy-absorption steering column, wherein energy absorptionloads of the air bag device and the impact-energy-absorption steeringcolumn are varied; and when the energy absorption loads of the air bagdevice and the impact-energy-absorption steering column are varied, theenergy absorption loads are varied in the same direction in such amanner that the energy absorption load of the impact-energy-absorptionsteering column is maintained equal to or greater than the energyabsorption load of the air bag device.
 2. An occupant protectionapparatus according to claim 1, wherein both the energy absorption loadsof the air bag device and the impact-energy-absorption steering columnare set to first values when the occupant wears a seat belt, and set tosecond values when the occupant does not wear the seat belt, the secondvalues being higher than the first values.
 3. An occupant protectionapparatus according to claim 2, wherein the steering wheel comprisesenergy-absorbing means for absorbing impact energy.
 4. An occupantprotection apparatus according to claim 3, wherein, in the case of acondition under which the energy absorption loads are set to the firstvalues, at least one of the air bag device, the impact-energy-absorptionsteering column, and the energy-absorbing means is selected to absorbimpact energy.
 5. An occupant protection apparatus according to claim 2,wherein, in the case of a condition under which the energy absorptionloads are set to the first values, at least one of the air bag deviceand the impact-energy-absorption steering column is selected to absorbimpact energy.
 6. An occupant protection apparatus according to claim 1,wherein the steering wheel comprises energy-absorbing means forabsorbing impact energy.
 7. An occupant protection apparatus accordingto claim 1, wherein, in the case of a condition under which the energyabsorption loads are set to first values, at least one of the air bagdevice and the impact-energy-absorption steering column is selected toabsorb impact energy.